Line-pipe coupling.



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H. B. SGHRADER. 5

LINE PIPE GOUPLING.

APELlOATION FILED JUNE 20, 1903.

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No. 743,935. PATENTED Nov. 1o, 190s. H. B. SGHRADER. mm PIPE GOUPLING.

APPLIGATION FILED JUNE 20, 1903.

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LINE- PIPE COUPLING.

sPEorFicA'rIoN forming part of Letters Patent No. 743,935, dated November io, 1903. Application lfiled J' une 20, 1903. Serial No, 162,361. (No modeLS the following isa full, clear, and exact description.

This invention relates to improvements' in couplings for train line -pipes for air-brake systems, steam-conveyers, and the like, an ob- Y 'ect beinfr to rovide an automatic cou lino D C of simple and inexpensive construction having no sharp curves or loops in its ports to obstru ct the passage of air or steam and in which air or steam pressure is utilized to cause a strict connection between the coupling members.

l will describe a line-pipe coupling embodying my invention, and then point out the novel features in the appended claims.

Reference is to be had tothe accompanying drawings, forming a part of this specification, in which similar characters of reference indicate corresponding parts in all the figures` Figure 1 is a side elevation, partly in section, of a line-pipe coupling embodying my invention. Fig. 2 is a plan view, partly in section, of the coupling. Fig. 3 is a side view of one of the coupling members. Fig. Llshows an abutment-ring employed, and Fig. 5 is a sectional view of one off the train-pipe connections. Y

rlhe coupling comprisestwo heads 1 2,which 'are arranged Ona transverse incline at their engaging surfaces. As the coupling-heads and their connections are of like construction, a description of one will answer for both. The coupling-head is attached to a stem'or drawbar 3, having two ports l 5, (see Figs. 2 and 3,) one for the passage of air for the brake mechanism and the other for signaling or the like. These ports of course open through the head, asV indicated at 6 7. Suitable gaskets will be placed around the port-openings 6 7, so as to prevent any possible leakage. The stem or draw-bar 3 is movable through aring portion S of a hanger 9, attached to the under side of the car. As here shown, this hanger 9 depends from a sleeve 10, through which the car-coupling draw-bar passes.

Arranged between a collar 11 on the stem 'of the spring.

or draw-baradjacent to the couplinghead and the ring portion 8 is a coiled spring 12, substantially of conical form and of graduallyincreasing diameter, the larger diameter engaging with the ring vportion 8 and-the smaller diameter engaging against the collar 11. The collar and ring are provided with annular seats or channels for receiving the end coils Also arranged between the collar 11 and the ring 8 within the spring 12 isa coiled spring 13, and between an abutment rin g 14c on the inner end of the draw-bar 3 and the said ring S isa coiled spring 15, similar to the spring 12, and a coiled spring 16, similar to the spring 13. The abutment-ring 14 is made removable, so that the parts may be readily assembled.

The ring 1e (see Fig. 4.) is provided with offset openings 17, design ed to pass over wings 18, formed on the draw-bar, and to prevent a rotary movement of the ring when in position said ring is provided with lugs 19 (see Fig. 1) for engaging on opposite sides of the wings.

. In assembling the parts the springs 12 and 13 are rst placed on the draw-bar, then the draw-bar is passed through the hanger and the ring 8, after which the springs 15 and 16 are placed thereon and the abutment-ring 14 passed over the wings 18 and then slightly rotated and allowed to move back until said Wings engage between the lugs 19. By employing the conically-shaped spiral springs 12 and l5 the coupling, while permitted to move laterally and upwardly while in connection with one coupling-head, yet is held in alinement, so that when cars come together the two coupling-heads will automatically engage and interlock with each other.

Pivotally connected to each coupling-head is a lookin g-latch 2U, designed to engage with the other coupling-head, as clearly shown in Fig. 2. The latch is provided with a curved or cam-shaped end 2l, designed to be engaged by an approaching coupling-head, thus swinging the said latch to open position and per-A mitting the heads to come together. The latch is provided on its inner side with' a channel to receive a rib 22 on the other coup- -ling-head andY prevent lateral sliding motion of one head on the other.

Extended outwardly from the latch is a 'finger 23, which engages with a stem 2l of aY piston 25, operating in a cylinder 2G, having port connection 27 with one of the ports through the draw-bar 3. A spring 28 holds the latch yieldingly in engagement with the opposin g coupling-head when there is no airpressure through the same. When air or other pressure is passed through the coupling, a portion thereof will pass through the ports 27, forcing the piston 25 outward, and consequently causing the latch to force the coupling-heads tightly together.

The ports 4 and 5 communicate with the train-pipes 29 and 30 through adjustable or telescopic metal pipe-sections 3l and 32, the sections 3l having ball-and-socket connections' 33 with the draw-bar 3, and ball-andsocket joints 34 connect the sections 32 with the train-pipes. Stuffing-rings 35 prevent leakage between the sections. These metal connections are not liable to be burst by air or steam pressure, as often happens with iiexible hose.

Having thus described my invention, I claim as new and desire to secure by Letters Patent* l. A train line-pipe coupling` comprising two coupling-heads having communicating ports, a latch mounted on each head for engaging with the other head, and air-pressureactuated means for operating the latches to press the heads together.

2. A train line-pipe coupling,comprising two coupling-heads having' communicating ports, a latch mounted on each head for engaging with the other-head, the said latch being provided with a channel on its inner side, a rib on the other head for engaging in said channel, and air-pressure-actuated means for operatingthe latches to press the heads together.

A train line-pipe coupling, comprising two coupling-heads, draw-bars supporting the heads and provided with longitudinal ports,

a cylinder on each head having port conimunication with a port or ports of the drawbar, locking-latches on the heads having camshaped inner ends, cylinders on the heads, pressure-actuated pistons in said cylinders, and stems extended from the pistons and engaging with upwardly-extended fingers on the latches.

4. In a train line-pipe coupling, acouplinghead, a ported draw-bar to which the head is attached, a hanger comprising a ring through which the draw-bar has movement, a collar on the draw-bar adjacent to the head, a conical coiled spring extended between said collar and the hanger, a spiral spring arranged within the firstnamed spring and between said collar and hanger, an abutment-ring removably placed on the draw-bar at the opposite side of the hanger, and springs arranged between said ring and the hanger.

5. Ina train line-pipe coupling, a couplinghead, a ported draw-bar to which the head is attached, a hanger comprising a ring through which the draw-bar has movement, a collar on the draw-bar adjacent to the head, a conical coiled spring extended between said collar and the hanger, a spiral spring arranged within the iirst named spring and between said collar and hanger, an abutment-ring removably placed on the draw-bar at the opposite side of the hanger, and springs arranged between said ring and the hanger, the said collar, hanger and abutment-ring being provided with annular channels to receive the coils of the springs.

In testimony whereof I have signed my name to this speciiieation in the presence of two subscribing witnesses.

HARRY BARNEY SCHRADER.

lVitnesses:

R. M. HAMPTON, LoUIs BUECHsENsTEIN. 

